Internal combustion engine having crankshaft driven



March 8, 1960 w. P. DALRYMPLE 7 24,792

INTERNAL COMBUSTION ENGINE HAVING CRANKSHAFT DRIVEN ROTARY MEANS FOR REMOVING ENTRAINED LIQUID FROM FLUID SUPPLIED TO THE FIRING CHAMBER Original Filed Aug. 7, 1953 v 8 Sheets-Sheet 1 INVENTOR. WILLIAM P. DAL RYM P LE ATTORNEYS I g I INVENTOR. WILLIAM P. DALRYMPLE "WmM/M ATTORNEYS March 8, 1960 w, DALRYMPLE Re. 24,792

INTERNAL COMBUSTION ENGINE HAVINGCRANKSHAFT DRIVEN ROTARY MEANS FOR REMOVING ENTRAINED LIQUID FROM FLUID SUPPLIED TO THE FIRING CHAMBER Original Filed Aug. 7. 1953 8 Sheets-Sheet 3 INVENTOR. WiLLlAM P. DALRYM PLE JUMMW ATTORNEYS March 8, 1960 w. P. DALRYMPLE 24,792

INTERNAL COMBUSTION ENGINE HAVING CRANKSHAFT DRIVEN ROTARY MEANS FOR REMOVING ENTRAINED LIQUID FROM FLUID SUPPLIED TO THE FIRING CHAMBER Original Filed Aug. 7. 195.3 8 Sheets-Sheet 4 FIG. l8 f' FIG. I9

m7 /55 /aa /46 /7/ /4 /7a I 5 /44 /72 4 my \{Z /52 /4 L. L LG} I, \5? l I /60 I /a2 '/77 a I FIG. 2IA

; E55 FIG. 2|-

* INVENTOR;

WILLIAM F. DALRYMPLE ATTORNEYS March 1960 w. P. DALRYMPLE INTERNAL COMBUSTION ENGINE HAVING CRANKSHAFT DRIVEN ROTARY MEANS FOR REMOVING ENTRAINED LIQUID FROM FLUID SUPPLIED TO THE FIRING CHAMBER Original Filed Aug. 7. 1953 8 Sheets-Sheet 5 INVENTOR. WILLIAM F. DALRYMPLE WMMM ATTORNEYS FLUID SUPPLIED TO THE FIRING CHAMBER Original Filed Aug. 7. 1953 8 Sheets-Sheet 6 FIG. 25

I l I A 22? L 232 225 INVENTOR. WILLIAM P. DALRYMPLE i Mm M ATTORNEYS March 8, 1960 w. P. DALRYMPLE 24,792

INTERNAL COMBUSTION ENGINE HAVING CRANKSHAFT DRIVEN ROTARY MEANS FOR REMOVING ENTRAINED LIQUID FROM FLUID SUPPLIED TO THE FIRING CHAMBER Original Filed Aug. 72 1955 8 Sheets-Sheet 7 FIG. 26

INVENTOR. WILLIAM P. DALRYM PLE Meww/W ATTORNEYS March 8, 1960 w. P. DALRYMPLE 24,792

INTERNAL COMBUSTION ENGINE HAVING CRANKSHAFT DRIVEN ROTARY MEANS FOR REMOVING ENTRAINED LIQUID FROM FLUID SUPPLIED TO THE FIRING CHAMBER Original Filed Aug. 7. 1953 8 Sheets-Sheet 8 FIG. 27 278 INVENTOR. WILLIAM F. DALRYMPLE ATTORNEYS INTERNAL COMBUSTION ENGINE HAVIN CRANKSHAFT DRIVEN ROTARY MEANS FOR REMOVING ENTRAINED LIQUID FROM FLUID SUPPLIED TO THE FIRING CHAMBER William P. Dalrymple, Royal Oak, Mich., assignor to American Brake Shoe Company, Wilmington, Del., a corporation of Delaware Original No. 2,893,362, dated July 7, 1959, Serial No. 372,825, August 7, 1953. Application for reissue August 13, 1959, Serial No. 863,661

32 Claims. (Cl. 123-73) Matter enclosed in heavy brackets appears in the original patent but forms no part of this reissue specification; matter printed in italics indicates the additions made by reissue.

This application is a continuation-in-part of my copending application, Serial No. 307,118, filed August 29, 1952, now abandoned.

This invention relates to two-cycle internal combustion engines.

Appreciable difliculty has been encountered in the lubrication of two-cycle internal combustion engines, especially because the most common expedient has been to mix the lubricant with the fuel for the engine. As a result of this, lubricant passes to the firing chambers of. the engine where, because it may not be properly burned, carbon deposits are resultingly formed and particularly where such deposits foul the spark plugs, the efficiency of the engine is impaired. Moreover, in operation of engines of this kind, the carbon deposits so build up that it is necessary, at rather frequent intervals, to tear down the engine and remove the carbon deposits. It is therefore, the primary object of my invention to lubricate two-cycle internal combustion engines without resorting to the expedient of mixing the lubricant with the fuel to be supplied to the engines.

Another important object of this invention is to effect lubrication of two-cycle internal combustion engines by causing lubricant to be supplied to the operative parts thereof as an incident to pressure variations induced in the crank cases of such engines in the course of reciprocations of the pistons thereof; and ancillary objects are to afford reservoirs in association with the crank cases of internal combustion engines and to so establish communication between such crank cases and reservoirs that pressure variations in the crank cases of the engines, induced as an incident to the reciprocations of the pistons of the engines, will cause lubricant to be supplied to the operative parts of the engines; to direct lubricant from reservoirs of the aforesaid character to operative parts of the engines in such a way that a supply of lubricant will be built up so as to insure that at least some lubricant will be supplied to the operative parts of the internal combustion engines as an incident to reciprocations of the pistons of such engines; to insure a supply of suflicient lubricant to the bearings in engines of the aforesaid character so that resort may be had to conventional sleeve bearings and thereby avoid the use of relatively expensive so-called anti-friction bearings of the ball or roller type; and to enable the foregoing objects to be realized in a novel, economical and expeditious manner.

Other objects are to lubricate a two-cycle internal combustion engine by resort to an arrangement of such nature that lubricant may be discharged on to moving parts of the engine so as to thereby facilitate dispersion of the llfl dsms a n Re. 24,792 Rissuecl Mar. 8, 1960 lubricant to operative parts of the engine; to enable lubricant to be collected in the crank case in such position that a quantity of the lubricant will collect therein in position to be picked up by operative parts of the engine to be distributed to such parts; and to enable lubricant to be supplied to a cylinder wall in an engine of theaforesaid character adjacent to a fuel intake port so as to thereby assure a supply of lubricant on the cylinder wall adjacent to such a port.

It is customary in two-cycle engines to so seal or otherwise arrange the crank cases thereof that the down strokes of the pistons of the engine may be utilized to compress fluid admitted to the crank case, such fluid either being air that is to be subsequently directed to the firing chambers of the engines or an admixture of air and fuel that is to be directed to such firing chambers. It has been observed, where fluid is so compressed in the crank cases of two-cycle engines in instances where lubricant is present in the crank cases in the form of a mist, as will be true where resort is had to lubrication of two-cycle internal combustion engines in accordance with this invention, that the lubricant will become en trained in the compressed fluid and will be carried to the firing chambers and this results in the formation of objectionable carbon deposits as referred to above and consequently it is a yet further important object of this invention to remove entrained lubricant and the like from fluid compressed in the crank cases of internal combustion engines as aforesaid prior to the passage of the compressed fluid to the firing chambers of the engines; and objects ancillary to the foregoing are to interpose filter means between the crank cases and firing chambers of two-cycle engines which will be effective to remove entrained lubricant and the like from fluid compressed as afo-resaid in the crank cases of such engines; to impart movement to such interposed filter means so that the same will remain effective over protracted periods; and to so arrange filter means of the aforesaid character that rotary movement may be imparted thereto whereby incidental centrifugal force may be effective to expel lubricant picked up thereby.

A further object of this invention is to afford a rotary filter of the aforesaid character in the crank case of a two-cycle internal combustion engine and to utilize such filter to control the admission of a fluid to the crank case to be compressed therein, and also to so arrange the filter that compression of the fluid in the crank case will be augmented.

A still further object is to afford novel arrangements whereby fuel may be introduced into air compressed in the crank case of a two-cycle engine after the air has passed through filter means of the aforesaid character and prior to admission of the air to a firing chamber of the engine.

Other and further objects of the present invention will be apparent from the following description and claims and are illustrated in the accompanying drawings, which, by way of illustration, show preferred embodiments of the present invention and the principles thereof and what I now consider to be the best mode in which I have contemplated applying these principles. Other embodiments of the invention embodying the same or equivalent principles may be used and structural changes may be made as desired by those skilled in the art without departing from the present invention.

In the drawings:

Fig. 1 is a vertical sectional view of a single cylinder two-cycle internal combustion engine embodying my invention;

Figs. 2, 3, 4, 5 and 6 are sectional detail views taken substantially and respectively on the lines 22, 3--3,

section, and taken substantially on the line rangement utilized in .the' engine shown in Figs. 1 to 6,

inclusive;

Fig. 8 is aview two cycle internal combustion engine embodying my invention; w

Figs. 9, 10, 11, 12, 13 and 14 are sectional views taken substantially and respectively along the lines,.9--9, 10..10, 11-11, 12-12, 13 13 and 14-14 on Fig. 8; .1 Fig. 15 is a fragmentary view similar to Fig. 14 showing the parts in a different operative position; g, t Fig. 16 is a view,.partly in elevation and partly in section, of the novel filter arrangement utilized in the engine shown in Figs. 8 to 15, inclusive; and

Fig. 17 is a sectional. detail view taken substantiall on.the line 17-17 on Fig. 16. V

Fig. 18 is a vertical sectional view showing a further modified. form of my invention; 9 r .Fig. 19 is a view partly in elevation and. partly in 19-19 on Fig. 18;.. i Figs. 20 and 21 arefragmentary views showing modified forms of rotary fillers that may be employed in my invention; i

.Fig. 21A is a detail view,.drawn to an enlarged scale, showing the screen filter gelement employed in the ar- 'rangement shown. in Fig. 21; Fig- 22 is another vertical sectional view of an engine embodying yet another form of, my invention; I

Figs. 23 and 24 are vertical sectional views taken "substantially and respectively on the lines 23-23 and 24.24 onFig. 22; p p w I v Fig. 25 is a fragmentary vertical sectional view showing another modified form of my invention wherein fuel is. introduced into the air to be supplied to the firing chamber after, the air has passed through the novel filter of my invention; i p p Fig., 26 is a view similar to Fig. 25 showing a modified. form of the arrangement illustrated in Fig. 2 5; and Figs 27 is a view somewhat similar to Figs. 25 and26 but showing my invention embodied in a Diesel type eng n Referring to the accompanying drawings and first [on] to the single cylinder two cycle engineillustrated in Figs. v1. to 7, inclusive, the engine includes a crank case 20 comprisedof two sections 20A and 20B,joined together along a vertically disposed parting line 21, bolts or the like (not shown) being utilized to secure the two parts together. The cylinder body 22 is mounted over the open upper end of the crank case 20 and is bolted or otherwise suitably secured thereto. A sleeve 23 in the .body .22. affords the cylinder of the engine which is closed by the usual domed cylinder head 24 whiehis also bolted or otherwise suitably secured to the upper end of the cylinder body 22. Radiating fins as 25 are afforded on the periphery of the cylinder body 22 for cooling purposes as is customary H n p .Ihc part 20B of the crankcase 20 includes anoutwardly projecting boss 26 having a bore extended therethrough in which a bearing as 27 is retained serving to journal the crank shaft 29 of the engine. A conyentional packing 30 is associated with the bearing 27 outwardly thereof to seal the interior of the crankcase so that pressure may bebuilt therein and to prevent leakage past the bearing 27. v v

The crank arm 31 is mounted o-n the crank shaft 29 and is disposed in the crank case 20 and provides support for crank pin 32 on which the lower end of the connecting rod 33 is mounted, A counterweight 34 is .provided on the crank shaft 29 in asspciation with the crank arm 31 as is customary. A piston 35 is mounted at the upper end of a connecting rod 33 for reciprocationin the sleeve 23 in the course of rotationpf crank shaft 29. It will be appreciated t an s g similar to Fig. 1 showing a two cylinder for rotation.

thus far described is of conventional design audit is to be understood that resort might be had to other arrangements in which the novel aspects of my invention could be incorporated.

An intake 36 is provided in the cylinder body 22 and a fuel and air mixture from a suitable carburetor or the like is suppliedto this intake v. 36. The intake 36 lea'dsto two ports-36A and 36B, Fig. 6, in the sleeve 23, and these ports are disposed along the extent of the sleeve 23 in such position that when the piston 35 is at the top of its stroke in the sleeve 23, the ports are disclosed so that the fuel and air mixture may flow therethrough into the crank cast-L20. Almost immediately after the start of the downstroke of thepiston 35, the skirt thereof closes the .ports 36A and 36B and, since the crank case 20 is..sealed, the downstroke of the piston" 35 compresses the fluid mixture that has been so admitted into the crank case. It will be noted/that the interior configuration of the crank case 20 is so designed that minimum volume .is afforded therein.

A passage 37 in the crankcase 20 leads to a passage 38 in the cylinder body 22 and this passage terminates in ports 39, Fig. 5, formed in the sleeve 23 in such positionthatwhenthe piston reaches the end of its downstroke g the passage 40 in the head of the piston 35' will be in communication with the ports 39, as shown in Figs, land 5. At this time the compressed mixture in the crank case 20 flows through the passages 37 and 38 and through the ports 39 into the passage 40 from which itis discharged through the centrally located opening 41 pro videdin the head of the piston. V v 7, Additionally, when the piston 35 is at the bottom of its downstroke', ports 42, Figs. land 4, formed in the sleeve 23 are disclosed and these ports open into an exhaust passage 43 which leads to the exhaust outlet 44 formed inthe body lil; Thus, bythe time the piston reaches the end of its downstroke, the exhaust ports 42 are disclosed and burned fuel from the preceding explosion in the cylinder flows through the ports 42; passage 43 and exhaust outlet 44to' be discharged from the cylinder.

scavenging of the burned fuel from the firing chain'- ber of the cylinder beneath the cylinder head 24 is racilitated by reason of the admission of the new fuel charge through the centrally located opening 41 in the head of the piston 35. This newly admitted fuel charge is under pressure and flows medially upward through the firing chamber and this has the effect of forcing the burned fuel down the cylinder walls to the ports 42 so that effective scavenging of the firing chamber is realized. The dome-shaped configuration of the cylinder head 24 also abetsthis'scaveng'ing action.

n One of the important novel features of the engine shown in Figs. '1' to 7, inclusive, is the provision of a filter which is effective to remove any lubricant that may be entrained in the fuel and air mixture that is to flow from the crank case through the passage 37 as is explained hereinabove. Thus, it will be noted that the in the wall of the crank case 20. The hub-like member 46 provides a shoulder 47 on which an annular disc 48 of felt or other suitable absorbent material is mounted This filter member 48 is mounted in a shield which includes an annular wall 49 that is also rotat'able about the shoulder 47. The aforesaid shield also includes a ring 50 and an inner Wall 51. As best shown in'Fig. 7, openings 52 are formed in the wall 49in association with the filter 48. Also, openings 53 are formed in the ring 50 in alignment with the filter member 48, As best show'n'in Fig. 1; the pin 32 on which the connecting rod 33 is mounted, is extended so as to passthrough the wall 51, filterrnember 48 and the wall 49 so that the shield and filter are arranged for rota;

tion with the crankgsh aft 29 and about the shoulder 4:17.

T e l 51 3. 19! '$h '5 50 are continuous and with the filter member 48 are effective to seal the interior of the crank case away from the port 45 so that communication between the interior of the crank case and the port 45 is only established through the openings 52 and 53 and the filter 48. Thus, as the fuel and air mixture flows from the crank case to the port 45, it passes through the filter 48 and entrained lubricant and the like are removed therefrom prior to the time the mixture flows through the passages 37 and 38 to the ports 39. Moreover, by reason of the fact that the filter 48 rotates about the shoulder 47, the resultant centrifugal force expels from the filter the lubricant and the like therein so that, therefore, the filter maintains its effective condition for protracted periods.

Another important novel aspect of the engine, shown in Figs. 1 to 7, is the lubrication thereof which is of such nature that it is unnecessary to mix lubricating oil with the fuel that is to be supplied to the engine as is customary in the operation of two cycle engines.

Referring to Figs. 1, 2 and 3, it will be seen that a reservoir 54 is formed in the lower part of the crank case 20 beneath the bottom wall 55 of the crank case. A sump 56, covered by screen 56A, is formed in the lower wall 55 in the crank case 20 and lubricant supplied to the crank case may flow to this sump 56. An opening 57 of substantially capillary size is formed in the lower wall of the sump 56 and opens into the reservoir 54 into which a supply of lubricant is introduced through a closa ble opening (not shown) provided for this purpose.

A tapped opening 58 is provided in the wall 55 and a conventional tube clamp 59 is fitted thereinto to thereby secure the lubricant supply tube 60 in position. As best shown in Figs. 1 to 3, the upper part of the tube 60 is of arcuate configuration to conform to the outer wall of the counterweight 34 and the open upper end of the tube 60 is disposed in such position that lubricant flowing therefrom will pass to counterweight 34 to be thrown thereby on to the operating parts of the engine. The lower end of the tube 60 extends into the reservoir 54 and a valve housing 61 is provided at the lower end thereof. The valve housing 61 provides a valve seat 62 on which a ball valve member 63 may seat to close off flow through the inlet 64 of the valve housing 61.

The pressure built up in the crank case 20 as an incident to the downstroke of the piston 35 causes oil collected in the sump 56 to be forced therefrom into the reservoir 54 and as a result pressure is built up in the reservoir 54 and this pressure is, in effect, accumulated in the reservoir. Moreover, as the piston 35 moves from its lowermost position in the sleeve 23, immediately after pressure has been built up as aforesaid, a suction effect is created in the crank case. This results in lifting the ball valve 63 from the valve seat 62 and the suction effect in the tube 60, coupled with the accumulated pressure in the reservoir 54, causes lubricant to be withdrawn from the reservoir 54 through the inlet 64 and in this way a supply of lubricant is built up in the tube 60. Once the tube 60 has been filled with lubricant in this manner, then as an incident to each upstroke of the piston 35, some lubricant flows from the tube 60 onto the counterweight 34 and in the course of movement thereof is distributed to the operative parts of the engine.

An upstanding rib 65 is formed along the inner edge of the sump 56 and with the adjacent walls of the crank case 20 defines a well in which a pool of oil may collect. This well is disposed in such position that a finger 65A carried by the crank arm 31 may dip therein when the piston 35, in the course of reciprocation thereof, is in its lowermost position. In this way lubricant picked up from the pool is supplied to the operative parts of the engine.

The engine shown in Figs. 1 to 7, inclusive, may initially be set in motion by resort to any conventional form of starter, including manually operable means, and in the course of starting movement, when the piston 35 reaches its uppermost position, a mixture of fuel and air will be admitted through the passage 36 and ports 36A into the crank case 20 since, when the piston is in this position, the ports 36A are disclosed. In the course of the ensuing downstroke of the piston 35, the skirt thereof moves into position to close the ports 36A and in the course of the downstroke the charge of intermixed fuel and air admitted into the crank case 20 is compressed. Consequently, when the piston reaches the end of its downstroke, the fuel and air mixture in the crank case 20 will be under such compression that the same is forced through the filter 48 and openings 52 and 53 to the port 45 and thence through the passages 37 and 38 to the ports 39. When the piston reaches the end of its downstroke, the passage 40 in the head thereof is placed in communication with the ports 39 and as a result the compressed fuel and air mixture flows into the passage 40 and out through the opening 41 into the firing chamber beneath the cylinder head 24. In the ensuing upstroke of the piston 35, the fuel and air mixture admitted into the firing chamber is compressed therein and immediately after the piston 35 has reached its uppermost position in the sleeve 23, conventional means ignite the spark plug (not shown) associated with the firing chamber so that the compressed fuel and air is exploded to thereby bring about a power downstroke of the piston 35.

As the piston 35 moves downwardly in the course of the power stroke thereof resulting from the explosion of the fuel and air mixture in the firing chamber, the head of the piston moves into such position as to disclose the exhaust ports 42. Consequently, the residue from the ignited fuel and air mixture flows through the exhaust ports 42 and passage 43 to the exhaust outlet 44. As explained hereinabove, this scavenging of the firing chamber is augmented by the admission of a fresh fuel and air mixture into the firing chamber medially thereof through the opening 41 in the head of the piston 35.

It will be manifest from the foregoing that I have provided a two cycle internal combustion engine where'- in the fuel intake port, the fuel supply port for the firing chamber and the exhaust ports are disclosed or closed in the course of reciprocation of the piston of the engine and at proper times in the course of such reciprocation. Moreover, even though the fuel and air mixture is admitted into the crank case to be compressed therein during the downstroke of the piston of the engine, the fuel and air mixture admitted to the firing chamber does not carry with it lubricant from the crank case for the reason that fuel and air mixture flows from the filter 48 so that any entrained lubricant is filtered therefrom.

It will also be manifest from the foregoing that as an incident to the reciprocations of the piston 35, lubricant is withdrawn from the reservoir 54 and is supplied to operative parts of the engine through the tube 60 in the manner described hereinabove.

The form of my invention shown in Figs. 8 to 17, inclusive, is somewhat akin to that described herein above, but in this instance, the novel aspects of my invention have been incorporated into a two cylinder, two cycle internal combustion engine. The engine so illustrated includes the crank case generally indicated by 66 which includes upper and lower parts 66A and 66B, respectively, which are united along a parting line 67 ;nd gvhich are secured one to the other by bolts as 68,

The cylinder body 68 of the engine shown in Figs. 8 to 17, inclusive, has two bores provided therein in sideto-side relation in which sleeves 69 and 70 are respectively provided. Pistons 71 and 72 are respectively mounted in the sleeves 69 and 70 for reciprocation therein and these sleeves and the cylinder head 73 define the firing chambers afforded above the pistons in my novel Minde r wo cycle iue- @varls plug a #74 Fis- 14. are-.-,respe t sly ass a esl i h th rs thus; fforsle and these spa k pl gs ar i n ed at anpropr -i at e-;times in the course of reciprocation of the pistons 71 and 72 by means conventionally provided for this purpose.

Th cran c se pa ts A and 66 af or opp s e y located bosses 75 and 76 and a medially located sleeve 77. So-called oilless bearings sleeves or babbitt bearings or the like gare provided in the bosses 75 and 76 and the sleeve 77 and a crank shaft 78 is journaled therein. The boss 75 is closed at its: outer end and in order to seal theinterior'of the crank case, a conventional seal 79 is provided in the boss 7.6. The crank arms 80 and '81 on the crank shaft '78 have connecting rods 82 and 83 respectively connected thereto and these connecting rods are respectively connected to the pistons 72 and 71. Counterbalances 84 and 85 are respectivey a iated with t e c an a ms 80 and 8,1 fo pu poses well understood in'the art.

1n the instance of the engine shown in Figs. 8 to 17, inclusive, resort is had to sleeve bearings which, as stated, may be so called ,Oilless bearings or these may be conventional babbitt hearings or the like. The reason for is that I have provided a novel lubricating arrangement which insures that an ample supply of lubricant will be provided for the crank shaft bearings as well as other operative parts of my novel engine.

The Web 86 which supports the sleeve 77 is, in cooperation with the bearing in the sleeve 77, efiective to separate the crank case into chambers 87 and 88 which are respectively associated with the pistons 71 and 72. A sump :89 is provided in the lower wall 90 of the chamber 87 and is covered by a screen 91. Another sump 92 is provided in the lower wall 93 of the chamber 88 and is covered by screen 94-. An opening 95 of substantially capillary size is provided in the lower wall of the sump 89 and leads to a reservoir 96 defined between the lower wall 90 and'the bottom wall 97 of my novel engine. Another opening 98 of substantially capillary size is provided in the bottom wall of the sump 92 and leads to a reservoir 99 defined between the bottom wall 93 and the bottom wall 97. A rib 100, provided on the bottom wall 97, is effective to isolate the reservoirs 97 a nd99 one from the other.

As best shown in Figs. 8 and 9, a tapped opening 101 is provided in the lower wall 90 which leads to a passage 102. A tube 103 extends through the passage 102 and the tapped opening 101 and is surrounded by a tube clamping fitting 104 which, when fitted into the tapped opening 101, is effective to clamp the tube 103 into position. The lower end of the tube 103 is disposedin the reservoir 96 and has a valve housing 105 provided at this end thereof. The valve housing 105 affords a valve seat 106 on which a ball valve 107 may seat. The upper end of the tube 103 is extended inwardly to be disposed in alignment with a counterbalance 85 associated with the crank arm 81. Another tube 108 is mounted in a manner similanto the mounting of the tube 103 and communicates with the chamber 99. This tube 108 has a valve housing like the valve housing 105 ,which similarly includes a valve seat and a ball valve. The upper end of the tube 108 is aligned with counterbalance 84 of the crank arm 80. e

As has been explained hereinabove with reference ,to Figs. 1 to 8, as an incident to reciprocation of the pistons 71 and 72, respectively in the sleeves 69 and 70, pressure effects and suction elfects are alternately afforded in the chambers 87 and 88 As an incidentto a pressure effect in chamber87, pressure is supplied through theon ning 95 t e a e 96 a a an in den t a pres ur effe i he ch mb r 88. p e ur suppl ed t the rese v i 9 h o h the open g lb su ceed ng s tion ef ec 111-t ch mb r :8 s ef ct ve to un ea the ball val .107 and the by lubr cant i w hdrawn the re ervoir 26 into earl -tlmus'h 3 teib e upplies to he t un er ieh fi' and the ce 0 operat n par s o he en ine as o iated with the ch mbe 187- As a r u of c r po n and succeeding pressure and suction effects in the chamber 88, lubricant is supplied from the reservoir 99 to and through the tube 108 to the counterweight 84 to thereby be supplied to operative parts of the engine associated with thischarnber 88.

A passage 109, Fig. 8, in the crank case part 66A communicates with the chamber 87. The passage 109 leads to a passage 111 which terminates in a port 112 in the sleeve 69. Passage 'communioates with the passage 113 that leads to a port 114 in the sleeve 70. The port 112 is so located in the sleeve 69 that when the piston 71 attains its lowermost position in the course of a downstroke thereof, the passage 115 provided in the head of the .piston communicates with the port 112 and {thereupon a mixture of fuel and air that will have been compressed in the chamber 87 in the course of the downstroke of the piston will flow from this chamber through the passages 109 and 111, through port 112 into passage 115 to be discharged into the firing chamber above the piston 71, through the port 116 in the top wall of piston 71. A passage corresponding to the passage 115 is provided in the piston 72 and this passage communicates with the port 114 when the piston 72 reaches its lowermost position whereby a fuel and air mixture compressed during the downstroke of the piston will flow from the chamber 88 through passages 110 and 113 to the port 114 to thereby flow through the passage in the head of the piston andout into the firing chamber above the piston 72 through a medially located opening corresponding tothe opening 116 As has been explained with reference to Figs. 1 to 7 the admission of a compressed fuel and air mixture into the firing chamber medially thereof, assistsin scavenging the firing chamber since the medially located charge tends to force the previously ignited mixture toward the exhaust ports 117 provided in the sleeve 69 or toward the exhaust ports 118 provided in the sleeve 70. The exhaust ports 117 are disclosed as the piston 71 moves toward and into its lowermost position and briefly during the upstroke of the piston. The exhaust ports 118 are similarly disclosed during reciprocation of the piston 72. The exhaust ports 117 lead to a passage 119 and the exhaust ports 118 lead to a passage 120. The passages 119 and 120 in turn lead to the exhaust outlet 121 of my novel engine. I

An inlet port 122, Figs. 12, 14 and 15, is provide in the body 68 and an admixture of fuel and air which is supplied thereto from a carburetor or the like. The intake port 122 leads to an inlet port 123 provided in the sleeve 69 and disposed in such position that the same is disclosed when the piston 71 moves into its uppermost position shown in Fig. 15. When the port 123 is so disclosed, an admixture of fuel and air flows therethrough into the sleeve .69 beneath the piston 71 and then into the chamber 87. In the initial stages of the downstroke of .the piston 71, the skirt thereof closes the port 123 and in the course of further downward movement of the piston, the admixed fuel and air admitted through the port 123 is compressed in the chamber 87.

As best shown in Fig. 12, the intake port 122 leads to an inlet port 124 provided in the sleeve 70 in a location similar to that of the port 123 in the sleeve 69. Hence, the'port 124 is disclosed when the piston 72 moves into its uppermost position and an admixture of fuel and air is admitted into the chamber 88 to be compressed therein during the ensuing downstroke of the piston 72 A rib 125 at one edge of the sump 89 cooperates with .theadia e alls o h c ank ca P t 6 t pro vide a well 126 in which a supply of lubricant may coll s A fins llf o th cra a m 8 d ps in o a-supp y at. lubric n stall stes ti th wel 12,6 is the who;

of movement of the crank arm 81 through its lowermost position and lubricant picked up by this finger is supplied to operative parts of my invention associated with chamber 87. A similar well 128 is provided in the chamber 88 and a finger 129 in the crank arm 80 clips into a supply of oil collected in this well in the course of the downward-most movement of the crank arm 80.

As a result of the lubricant supplied through the tubes 103 and. 108 and that picked up by the fingers 127 and 129, a mist of lubricant will be present in the chambers 87 and 88 which will become admixed with a fuel and air mixture admitted to these chambers. It is undesirable that lubricant, which may become so entrained in the fuel and air mixture, pass to the firing chambers in the sleeves 69 and 70 and consequently I have provided a novel filter arrangement to separate entrained lubricant from fuel and air admixtures passing to the passages 109 and 110 respectively from the chambers 87 and 88.

To this end, a plate 130 is connected to the crank shaft 78 adjacent to the crank arm 81 and this plate includes in turn, a peripheral flange 131. A ring 132 of felt or other fibrous or suitable filtering material bears against the flange 131, adjacent part of the disc 130 and the adjacent wall of the chamber 87. Consequently, the filtering material 132 is interposed between the chamber 87 and the passage 109 so that the admixture of fuel and air admitted into and compressed in the chamber 87 must pass through the filter 132 in the course of flow thereof to the passage 109. Since the disc 130 and flange 131 and filtering material 132 rotate with the crank shaft 78, the filter 132 is subjected to centrifugal force which is effective to expel lubricant trapped in the filter out through the openings 133, Fig. 17, provided in the flange 131. Resultantly, the filter 132 is maintained in effective condition for protracted periods.

A disc 134 is mounted on the crank arm 80 and includes a flange 135 which supports a filter 136 which is interposed between the chamber 88 and the passage 110. The disc 134, flange 135, filter 136, are arranged similarly to and function similarly to the disc 130, flange 131 and filter 132 in the manner explained hereinabove.

Inasmuch as the filters 131 and 136 are interposed between the chambers 87 and 88 and the firing chambers to which fuel is supplied from these chambers and since these filters are effective to remove entrained lubricant from the fuel and air mixture supplied to the firing chambers, I am enabled to avoid an objectionable accumulation of carbon deposits in firing chambers of my novel two cycle engine. Consequently, frequent tearing down of the engine is avoided.

The form of my invention shown in Figs. 18 and 19 corresponds to that shown in Figs. 1 to 7, inclusive, but embodies a modification of the novel lubricating arrangement hereinabove described. Thus, referring to Figs. 18 and 19, the engine embodies a crankcase 140 which has a boss 141 at one side thereof. The crankcase also includes an end cover 142 that is bolted or otherwise secured in position of use. A conventional bronze sleeve bearing 140A is provided in the boss 141 and a similar bearing 140C is provided in a recess in the end cover 142 and, if desired, a so-called oil-less bearing might be used as the bearings 140A, and 140C. The crank shaft 143 is journalled in these bearings and includes a crank arm to which the lower end of a connecting rod 144 is connected. The upper end of the connecting rod is connected to a wrist pin 145 in the piston 146 that is reciprocal in the sleeve 147 provided in the cylinder body 148.

In the crankcase 140 a filter element, like that described hereinabove, is provided and .this filter element includes a plate 149 mounted on the crank shaft 143 to rotate therewith. A flange or band 150 is provided at the periphery of the plate 149 and has a plurality of material 152 is mounted inwardly of the flange 150 and the arrangement is such that this filtering material is interposed between the interior of the crankcase and the port 153 provided at the lower end of a passage 154 that leads to a passage 155 and terminates in a port 156 in the sleeve 147 in position to be disclosed as the piston moves into its lowermost position in the course of reciprocation thereof in the sleeve 147. The port 153 and the passages 154 and 155 afford what is referred to as a transfer passage. In order to prevent leakage past the rotary filter comprising the plate 149, ring 150 and filtering material 152, a sealing ring 157 is provided which bears on the outer periphery of the ring 150 and which engages adjacent portions of the end cover 142 of the crankcase 140.

A reservoir 158 is provided beneath the lower wall 159 of the crankcase 140. An opening 160 is formed in the wall 159 and a tube 161 is mounted in this opening to project for a predetermined distance above the inner face of the lower wall 159, the lower end of the tube 161 leading into the reservoir 158. Lubricant supplied to the crankcase 140 collects in the lower part thereof and when the level of the lubricant so collected is above the upper end of the tube 161 the lubricant flows through this tube into the reservoir 158.

An opening 162 is provided in the Wall of the crankcase 140 and is enlarged and tapped at its lower inner end so that when a tube 163 is passed through the opening 162, to extend into the reservoir 158, a tube fitting 164 may be seated in the enlarged tapped portion of the opening 162 to clamp the tube 163 into position. A valve housing 165 is provided at the lower end of the tube 163 and provides in the lower wall thereof a valve seat 166 on which a ball valve member 167 may seat. A supply of lubricant is introduced into the reservoir 158 through a closable opening (not shown) and the position of the lower end of the valve housing 165 is such that when a proper supply of lubricant has been introduced into the reservoir 158, the lower end of the valve housing 165 will be disposed well below the top level of the lubricant supply in the reservoir 158.

As in the instance of the engines described hereinabove, an inlet passage 168 extends through the cylinder body 148 and terminates in the cylinder bore an inlet port 169. A conduit or the like (not shown) leads from a suitable source of fuel, which may be a carburetor, to the passage 168 and the arrangement is such that as the piston approaches the upper end ofits stroke in the sleeve 147 the port 169 will be disclosed so that desirably an admixture of air and fuel will be admitted into the sealed crankcase 140 to be compressed therein in the ensuing downstroke of the piston.

Under certain circumstances as, for example, when the engine iscold, fuel admitted through the port 169 may tend to condense and run down over the portion of the cylinder wall beneath the port 169. Should this occur the film of lubricant on the cylinder wall adjacent to the port 169 may be washed away thereby exposing the cylinder wall to the wall of the piston and this could possibly result in seizing of the piston and could be otherwise objectionable. Therefore, in order to insure that a supply of lubricant will be maintained on the cylinder wall, and especially on the portion thereof immediately beneath the port 169, I provide a passage 170 in the cylinder housing 148 which leads to a port 171 in the sleeve 147, said port 171 being located immediately beneath the port 169. The passage 170 leads from an enlarged tapped opening 172 provided in the cylinder wall 147 and a tube fitting 173 is adapted to be secured in this enlarged tapped opening to thereby secure in position the upper end of the lubricant supply tube 163.

As an incident to each upstroke of the piston 146 in the sleeve 147 a suction effect will be induced in the crankcase 140 and this is effective to unseat theball valve 167 from the valve seat 166 and thereupon lubricant is withdrawn from the supply thereof in the reservoir 158 time the tube 163.

*is East to the'adja'cent 'end of the crankshaft.

'11 In the course of downstr'ok'efif the piston the ball valve 167 re seats on the valve seat 166 and thereby prevents lubricant in the tube "163 from flowing backinto the reservoir 1 58. Thus, in th'e'c ours'e of operation of the engine, a supply of lubricant will be built up in the tube 163. When the piston 146 is near the uppermost position thereof attained in the sleeve 147, the port168 is disclosed and lubricant then flows onto the Wall of the cylinder to thereby insure a supply of lubricant on the wall of the cylinder adjacent to the port through which fuel is admitted to the crankcase. Lubricant so supplied to the cylinder wall flows down and around the same and onto operative parts of the engine in and associated with the crankcase so as to thereby be supplied to the operative parts of the engine. If desired, a finger'or scoop like the finger 65A, Figs. 1 and 2,-may be associated with the connecting rod or crank on the crankshaft to 'dip into the supply of lubricant collected at the bottom of the crankcase so that this lubricant will be pick'ed up and then splashed onto operative parts of the engine.

By reason of the effective lubrication which I afford in my novel engine, I am able to resort to the conventional bearings rather than so-called anti-friction of the ball or roller type which enables my novel engine to be manufactured economically. By reason of the eifective lubrication which *1 afford, a mist of lubricant willbe'maintained in the crankcase in the course of operation of the engine, and even though an admixture of fuel and air'is admitted into the crankcase to be compressed therein in the course of the downstrokes of the piston, the lubricant -is prevented from passing to the firing chamber in the cylinder above the piston by reason of the interposition or the rotary filter element between the crankcase and the'firing chamber. Inasmuch "as the filtering element is in rotation in the course of operation of the engine, centrifugal force will be effective to throw off lubricant picked up thereby and this lubricant will flow back into the crankcase to be returned to the reservoir 158, as explained hereinabove. Thus the rotation of the filter'renders the same 'self-cleaningso that the filter will remain effective over protracted periods.

The rotary filters thus far described that are attached to the crankshaft to rotate therewith have each included a fibrous fitter element of felt or similar material. In

some circumstances, however, it 'may be advantageous to eliminate such fibrous material, and in Figs. 20 and 21 I have illustrated forms of rotary "filters that enable thisto be accomplished.

Thus, referring to Fig. 20, as in the instance of the filters thus far described, a disc or plate 175 is pro vided which has a flange or ring 176 at "the periphery thereof. Desirably such an element "may be formed by 'a drawing or spinning operation. The medial part of the plate 175 is connected to acran'kshaft to rotate there with. This filter is positioned to be effective to remove entrained lubricant and the like from "the fluid flowing froma sealed crankcase to a transfer passage as 177 which leads an intake port in the cylinder as described hereinabove. Slots as 178 are formed at spaced intervals in the ring or flange 176, these slots being of restricted width so as to preclude lubricant or the like from passing therethrough butwhich, nevertheless, permit the free flow therethrough of a fluid such as an admixture of air and fuel. The centrifugal force attendant to rotation ofthe filter element causes lubricant or the like trapped by the filter element to be thrown therefrom so that the lubricant may return to "the "supply Tthereof maintained at the bottom of the crankcase.

A further modified form of filter is shown in Fig. 21 and here again a disc or plate 179 'is provided which A'fla'nge or-ring 1 3i! "is provided 'at the periphery of the plate 179 to extend 'in 'right angular r'e'lation therewith. As tinthe iastatices described h'er'ein'above,openings 1821 are 152 provided in 'ifelatiuely *close relation the flange \or 1 80. nwardlyof the flange or-r'ing a-'corrug'ated scieenas 182'isprovided which is in'the form of a ring and which is engaged with the inner faceof the flange 180. The screen 182 preferably embodies a'plurality of layers of laminations related one to the other as shown, by way of example, in Fig. 21A. Advantageon'sl'y, a sealing arrangement as 183 is associated with the flange or ring 180 to prevent leakage past the filter. If desired, a similar sealing arrangement could be associated with the filter shownin Fig. 20.

A further modified'form of my novel engine is shown in Figs. 22 to 24, inclusive, and referring thereto 1 have provided an engine which includes a crankcase 185 idivided into sections 185A and 185B along a parting line 1850, the sections 185A and 185B being bolted or otherwisesuitably secured together. A recess 186 is provided in the section 185B in which a sleeve bearing 187 is secured, this hearing being of bronze or like material and, if desired, this sleeve may be so-called oilless bearing formed from powdered metal or the like. "A recess 188 is formed in thesection 185A'and has aslee've bearing 1S9 'rnountedtherein which is similar to the sleeve bearing 187. A crankshaft 190 includesporti ons respectively disposed in the bearing sleeves 187 and 189 so "as to be'rotatable therein, and one end of the crankshiiftis extended outwardly of the portion 185A of the crankcase to aiford a power take-off. A sealing member 189A is provided to seal against leakage along the crankshaft whereby-a sealed crankcase is afforded.

.A cylinder body 191 has the lower open end thereof disposed on the upper end of the crankcase 185 and the cylinder body is bolted or otherwise suitably secured to the crankcase. A piston 192 is reciprocalinthe cylinder afforded in the-cylinder body 191 andon'eend or a connecting rod 193 is connected to the piston in a conventional manner. Theother end of this connecting rod is connected to'the crank'or throw ofthe crankshaft 190 which is disposed thereon intermediate the portions of this crankshaft journaled in the bearings 187 and 188.

A groove 194 is formed in the upper partof thecrankcase 185 and passages 195 and 196 formed inthe cylin der wall 191, preferably in diametrically opposed relation, communicate with the groove 194. A transfer passage 196A leads from the lower end of the groove 194 to a port 197A formed in the crankcase.

As in the instances of forms of my invention described hereinabove, a rotary filter is interposed between the interior of the crankcase 185 and the port 197A. In this instance, this rotary filter includes a plate 198 that is bolted or otherwise suitably secured to the crankshaft 190 to rotatetherewith and a flange or ring portion 199 is provided at the periphery of the disc 198 and is extended in right angular relation therewith. suitable filtering medium 200, such as described hereinabove, is disposed to engage the inner face of the flange or ring 199 which has openings formed therein as in the instance of similar arrangements described hereinabove. The filter element cooperates. with adjacent portions of the "crankcase so that communication between the interior of the crankcase and the port 197 can only be effected through the openings in the-flange 199 and the filtering medium 200.

The passages 195 and "196 terminate in intake ports as 201 and 202 in the cylinder wall and these ports 'are so located that as the pistonappr'oaches the lowermost position thereof in the course of reciprocation in the cylinder, these ports will be disclosed. Exhaust ports as 203 are provided in the cylinder wall in position to be disclosed by the-piston in the course of a dovvnstr'oke thereof followingthe explosion of an air and fuel mixture'in the firing chamber in the cylinder above :the piston. Preferably the ports 201. and'202 ares o directed that fluid admitted therefrom swirls up over "the --.wa11 :of the cylinder such awa it as 5 to expedite iscavengiug 20f 13 an ignited fuel mixture from the firing chamber and the movement imparted to the fuel admitted into the firing chamber from the ports 201 and 202 tends to force the burnt gases out through the exhaust ports as 203.

In this form of my invention an opening 204 is provided in the portion 185-B of the crankcase 185 and this opening is so disposed that the inner end thereof is normally closed by the plate 198 of my rotary filter element. The outer end of the opening 204 may communicate with the atmosphere preferably through a conventional air cleaner (not shown) or, if desired, a carburetor or the like may be provided to supply an admixture of air and fuel to the port 204. An elongated arcuate opening 205 is provided in the plate 198 in position to register with the inner end of the port 204 in the course of rotation of the disc 198 with the crankshaft 190. Desirably the arrangement is such that the leading end of the opening 205 moves into registration 7 with the port 204 immediately after the piston has moved upwardly sufficiently to close off the ports 201 and 202, and this will occur approximately after the piston moves from its lowermost dead center position in the course of an upstroke of the piston. The opening 205 is of suflicient length to continue in communication with the port 204 until just prior to the time the piston starts its downward movement in the course of reciprocation thereof in the cylinder. In this way a rather appreciable period of time is afforded during which fluid flowing through the port 204 may be admitted into the crankcase 185.

I It is advantageous to effectively compress fluid admitted into the crankcase 185 and in order to augment the compression that is effected during the downstroke of the piston, I provide, a blower arrangement in association with the opening 205. To this end an arcuate plate 206 is disposed in spaced relation with the portion of the plate 198 where the opening 205 is formed. Laterally extending blades or fins 207 are disposed between the plates 198 and 206, which blades, as best shown in Fig. 24, are inclined relatively to one another so that the space therebetween is greater at the periphery of the disc 198 than is the spacing between the blades at the inner ends thereof, the inner ends of such blades being disposed to extend beyond the opening 205. Hence, fluid admitted from the port 204 through the opening 205 is caused to flow between the blades 207 which act as a centrifugal blower and which therefore have the effect of compressing fluid admitted into the crankcase 185. The compression thus effected, taken with the compression resulting from the downward movement of the piston, very effectively compresses fluid in the crankcase 185 and this assures rapid flow of fluid from the crankcase to the ports 201 and 202 when these are disclosed so that, in effect, a compressed admixture of air and fuel is admitted into the firing chamber prior to the time the piston moves to close the ports 201 and The operative parts of the engine illustrated in Figs. 22 to 25, inclusive, are effectively lubricated by an arrangement akin to that described hereinabove. Thus a sump or well 208 is formed in the upper face of the lower wall 209vof the crankcase 185. A reservoir 210 is afforded beneath the wall 209 of the crankcase 185. An overflow pipe 211 extends through the wall 209 and the upper end thereof is so spaced from the upper wall of the sump 208 that a supply of lubricant may collect in the sump. When, however, the supply of lubricant in the sump rises above case and at one side thereof. A valve housing 214 is provided in the lower end of the tube 213, which extends into the reservoir 210 and terminates in closely spaced relation with the bottom wall of the reservoir. A valve seat 215 is provided in the valve housing 214 and a ball valve 216 is adapted to seat thereon. In the course of an upstroke of the piston a suction effect is created in the crankcase and this is effective to unseat the ball 216 from the seat 215 and thereupon lubricant flows into the tube 213. In the course of downward movement of the piston, when fluid in the crankcase 185 is placed under compression, the ball valve 216 is forced into engagement with the valve seat 215 so that lubricant drawn into the tube 213 is trapped therein. Thus, in the course of successive reciprocations of the piston, a supply of lubricant is built up in the tube 213, and after this tube has been filled, lubricant discharges from the upper end of the tube onto operative parts of the engine in the crankcase to effect lubrication thereof. A finger 217 on the throw of the crankshaft dips into the lubricant in the sump 208 and this is effective to splash lubricant onto operative parts of the engine which are therefore effectively lubricated, and this enables me to [restort] resort to conventional sleeve bearings rather than relatively expensive ball or roller bearings conventionally provided for the crankshaft, connecting rod and wrist pin in two-cycle engines.

By reason of the elfective lubrication afforded in this form of my invention a lubricant mist will be present in the crankcase 185 so that lubricant may tend to be entrained in fluid admitted into the crankcase from the port 204 in the manner described hereinabove. However, by reason of the interposition of the rotary filter between the interior of the crankcase and the port 197 any such entrained lubricant will be removed from the fluid and returned to the crankcase so that the compressed fluid supplied to the firing chamber will be free of entrained lubricant and the like.

In instances where, as in the engine shown in Figs. 22 and 23, a bearing for the crankshaft is located beyond the filter, it is advantageous to so arrange the filter structure that some lubricant will be supplied to such a bearing, particularly since the novel filter of the present invention will otherwise effectively prevent the passage of lubricant to such a bearing. Thus, referring to Figs. 22 and 24, in order to afford a supply of lubricant to the bearing 187, the plate 198 of my novel filter has the medial portion thereof offset in a direction opposite to the ring or flange 199 so that the medial portion of the plate is connected to the peripheral portion thereof through an inclined section 198A. An opening is provided in such oifset portion of the [pltae] plate and a portion of the crankshaft is passed therethrough and the marginal portion about this opening is riveted or otherwise attached to the crankshaft. Openings as 199A, are formed at spaced intervals in the inclined portion 198A, there being, in the present instance, four such openings 199A as shown in Fig. 24'. Lubricant in the crankcase passes through such openings to the bearing 187 and affords lubrication therefor. It will be advantageous to resort to an arrangement similar to this in each instance where a bearing as 187 is located on the outlet side of the filter.

With reference to the various forms of my invention thus far described, I have explained that an admixture of air and fuel may be admitted into the crankcase of the engine to be compressed therein in the course of the down stroke of the piston. In such arrangements, throttling of the engine is effected by conventional means associated with the carburetor or the like affording the admixture of air and fuel. It is possible that the novel engine of my invention may be utilized under severe operating conditions, as for example, under temperatures well below freezing. In such circumstances and until the engine has operated for a sufficient period of time to have various elements of the engine become heated,

*admittedtalong with the air to the crankcase m? tend to condense therein-andsuch condensed -fuel would be mixed with {the lubricant supply in -the crankcase which 'mightwresult in objectionable dilution of the lubricant. In order to avoid suchdilution and because in many other circumstances it may be advantageous -so to .do, fuel may be supplied to'the engine by being introduced intothe transfer [passes] passage extending between the crankcase and the inlet port afforded in the cylinder :wall. In-such circumstances, air would be'admitted to the crankcase to be compressed therein and such air would be .caused to pass through a rotary filter element, such as has been described hereinabove, to have entrained lubricant and the like removed therefrom beforexflow thereof to the'intake port in the cylinder Wall. One arrangement to which resort-maybe had to enable fuel to be supplied to air flowing from the filter ele: .ment-to the intake port in the cylinder wall is--illustrated :inFig. 25. In this instance, a filter element-218, which may be arranged in any of the ways described hereinabove, provided and is arranged to rotate with the crankshaft of theengine. 'A port 219'is provided in'the wall of the crankcase so that fluid flowing through the filter element may pass thereto and thence through a transfer passage 220, akin to those described hereinabove and leading to an intake ;-po-rt 220A in the cylinder wall.

Desirably a venturi sleeve 221 is mounted the I ;lf ower part of the transfer passage 220 and a jet 222 disposed in the throat of the venturi affords a source of fuel. In the'present instance the jet 22211eads from the outlet passage 223 formed in the body 224 of a carburetor arrangement that is secured to an adjacent side of the crankcase of the engine embodying this form of fuel supply. The carburetor arrangement includes archamber 225 inwhich a float 226 is mounted. A fuel inletpassage 227 leads to a valve seat 228 adaptedto-be engaged by the needle valve member 229. Thus, when a predetermined quantity of liquid;fuel has been admitted into the chmber 2125 the float will rise to such a position that a valve member229 will engage the seat 228 .toshut off fuel flow through the inlet 227 to'the chamber 225. When thefuel level in'thecharnber 225 falls the needle valve 229 is retracted from the valve seat 228 and additional fuel is admitted tothe chamber 225. Ports as 239 leadfrom the chamber 225 to a restricted chamber 231 and a passage 231A leads from this chamber to a storage chamber 232 with which the outlet passage 223 communicates. A ball check valve 232A cooperates'with a valve seat at the end of the passage 231A in the chamber'232 and prevents retroactive flow through the passage 231A so that a supply of liquid fuel'rnay be maintained int he chamber 232. An opening leads intothe upper end of :the chamber 232 and is closed by a screw 234 which maybe removed to facilitate cleaning of the carburetor arrangement. 'A passage 235 leads-from-the transfer passage 22tl-to the chamber 225 to afford free cominunication between the crankcase of the engine and the chamber 225 whereby the pressure in the crankcase and chamber 2255s equalized.

When resort is had to the carburetor arrangement like that disclosed in Fig. 25 air may be admitted to the crankcase either through a port as 204, Fig. 22, and an elongated opening as 205,Fig. 24, or an inlet port as 236 may be afiordedin the cylinder wall iii-position to be disclosed when the piston in this particular cylinder is near or in the uppermost-position thereof attained in the course of reciprocation thereof inthe cylinder. A housing as 237 including a sleeve as 238 may-beprm vided and suchsleeve is desirably mounted in-a passage 239 leading to the port 236. A conventional air cleaner or filter means 240 is desirably provided in the housing 11237 to removedust and otherfo-reign matter from Fair admitted into thehousing237 to be supplied through the-passage 239 to'the port 236. A conventional buttervalvell ll; is provided in'the, housing 237 :and suitable as means e s r e to us .p s ion. 41 his b fly a e 1 as to he y esu ataa fi r u h the .passage 239 andpont 236, such adjustment of air supply eifecting throttling of the engine. H Other than the foregoing, the engine shown in Fig. 25 is arranged in a manner similar tothat described hereinabove. Thus air supplied to the crankcase of the engine will be compressed therein and will pass through the filter 218 to the port 219 and thence through the venturi 221 to= aspirate fuel from jet ,222 so that an admixture of air and fuel may flow through the transfer passagefm to the intake port 220A in the cylinder wall which fwillb e disclosed during the time the piston is near and in the lowermost position thereof attained in the course of reciprocation .of the piston. As stated hereinabove throttling of the engine shown in Fig. 25 may be arrested by adjustment of the butterfly valve 241. I g Another form of arrangement whereby fuel may introduced into the air flowing from the novel filter of vmy invention to a transfer "passage is illustra ted Fig. 26. In this instance, anarrarigemnt like that-shown Fig. 25 is provided 'to afford a source of aint'o crankcase of the engine, and in this instance air is admitted to the crankcase through an intakepoi-t243s1imilar to the intake port 236, an passing/to 'tlie'intake 243 through an air filter or cleaner244'lpast a butterfly valve 24-5 that is similar to the butterfly valve 241 described hereinabove.

g In this instance a carburetor'arrangernent'is provided which includes abod'y 246 having a restricted chamber 247 therein and is disposedadjacenta body 24'8'afitifding a float chamber 249, communication between the chambers 247 and 249 being established'throughport as 250. A fuel intake'passa'ge 251 leads 'to'a'valve :sieat 252' adapted to be engaged by a needle "valve 253 mounted on a 254 disposed in thelfioat chamber 219,

this arrangement'c'orresponding tothat described'hereinabove with reference toFig. 25. N g

'A passage 255 leads to a valve se 'at 256'at merewer end of a chamber 257,.a ball check valve 258 ooperamr with the valve seat 256 to prevent retroactive now through the passage 255. A passage 259 leads'from the chamber 257 to an outlet opening 260 that leads to 'a chamber 261 formed in the crankcase and disposed in such position that lairflowing'from'the crankcaseof theengine'inay pa to the chamber 261 after havingibenfilter 'ed by flo ing through a rotary filter as 262 which may be inthenatufe of the filter that has. been described hereinabove. In the form of the invention shown in'Fig. 26 it'is desirable'that pressures corresponding to those qbtaine'dbehind the butterfly valve be maintained inthe" float chantber249, and to this end a fitting 263 communcatesfwith the upper part of the chamber 249. A tube 264"lead's from the fitting 263 to a fitting f265that'coinmunicates with a chamber behind'the'buttcrfly valve in the housing 267, the butterfly valve 245 being disposed in the chamber 266. i .It will be noted that the outlet 260 communicates with the chamber 261 in' such. position that liquid fuel fl'owing from the outlet 260 into thechamber 261 may passont'o the lower-portion of the filter 2'62. 'Inthe'coujrsefof flie upstroke of the piston of the engine with "which the arrangement shown inFig. 26 is associated, 'ajsuctionleffeet will be induced in'the crankcase and this will effective to withdraw fuel from the float chamber 2 9 past the ball check'valv'e 258. Duringthe; downstr'okef of the piston, when a pressure efiect is induced inthe crank- "case, the ballvalve 258 will engaget'he valve=seat 256 cylinder in position tobe' disclosedf\fvhen tlie piston is I! I If??? Q rtin the loweri'nost'position thereof attained in the 17 course of reciprocation thereof in the cylinder. As in the instance of [thte] the engine shown inFig. 25, throttling of the engine shown in Fig. 26 may be elfected by adjustment of the valve 245.

The novel filter of the present invention may be advantageously incorporated in a diesel type engine. An arrangement of this character is shown in Fig. 27 where I have illustrated an inlet port 270 in the cylinder wall in position to be disclosed when the piston is near or in [thte] the uppermost position thereof attained in the course of reciprocation thereof in the cylinder. A passage 271 leads to the intake port 270 and air is supplied to the passage 271 through an air cleaner 272 past a butterfly valve 273. While I have illustrated in Fig. 27 an intake port 270 in the cylinder wall, it will be understood that in instances of this kind resort could be advantageously had to an arrangement like that shown in Fig. 22 whereby air supply to the crankcase would be afforded by a passage like the passage 204 in the crankcase and a slot as 205 would be aflorded in the plate 274 of my novel rotary filter element 275, an arrangement of this character having been described hereinabove with reference to Figs. 22 and 24. Moreover, a blower arrangement like that shown in Fig. 24 may be advantageously employed especially in an instance where air is admitted to the crankcase through a passage corresponding to the passage 204.

. Air compressed in the crankcase of the engine shown in Fig. 27 will flow through the filter 275 and transfer passage 276 to an intake port as 277 which is disclosed when the piston is near or in the lowermost position thereof attained in the course of reciprocation thereof in the cylinder. A fuel injector 278 of conventional design causes fuel to be supplied to the firing chamber of the engine through an intake nozzle 279, such injection of the fuel into the firing chamber being timed to take place in the course of the upstroke of the-engine, and after air has been admitted to the area above the piston through the intake port 277. Throttling of the engine shown in Fig. 27 may be clfected by adjustment of butterfly valve 273 and desirably the means controlling the position of the butterfly valve 273 will also be arranged to control the fuel injector 278 to regulate the fuel supply along with regulation of the air supply.

An engine such as those shown in Figs. 25, 26 and '27 will advantageously be lubricated in the manner described hereinabove so that a supply of lubricant will be maintained in the crankcase of the engine. Moreover, since lubricant will be supplied to moving parts of the engine in the crankcases some lubricant will be thrown therefrom so that a mist or fog of lubricant will be present in the crankcases. Some such lubricant may become entrained in fluid compressed in the crankcases of the engine but iany such entrained lubricant will be removed from the fluid as the same flows through the novel rotary filter ele ment afforded in the engine so that, therefore, lubricant does not pass from the crankcases of the engines to the firing chambers thereof.

It will be manifest from the foregoing description that I have provided an arrangement whereby effective lubrication of the operative parts of a two-cycle internal combustion engine may be so effected that resort may be had to conventional sleeve bearings so that resort need not be had to the relatively expensive so-called anti-friction bearings that have heretofore customarily been included in two-cycle internal combustion engines. Such effective lubrication of the operative parts of a two-cycle internal combustion engine may produce a mist or fog of lubricant in the crankcases so that air, and a mixture of air and fuel, or other fluid compressed in the crankcases may pick up lubricant in the course of compression thereof. However, by resort to the novel rotary filter means I have described hereinabove, entrained lubricant and the like will be effectively removed from fluid compressed in the crankcase of the engine in which the filter is included so that fluid passing from the crankcase through a transfer passage to a firing chamber of the engine will be freed from entrained lubricant and this enables prm longed operation of the novel engine of my invention to be realized since removal of entrained lubricant and the like from fluid supplied to the firing chamber of such an engine will mitigate against the collection of objectionable carbon deposits and the like in the firing chamber of the engine.

The centrifugal force attendant to operation of a rotary filter in the nature of those described hereinabove will be effective to throw off lubricant and the like picked up by the filter. Therefore, such a filter will remain effective over protracted periods.

It will be manifest from the foregoing description that I have provided arrangements which enable the hereinabove set forth and kindred objections of this invention to be realized, and while I have illustrated and described the preferred embodiments of my invention, it is to be understood that these are capable of variation and modification.

I claim:

1. A two cycle internal combustion engine including a crankcase, a crankshaft rotatable in the crankcase, a cylinder which communicates with the crankcase and a piston reciprocable in the cylinder, means for admitting fluid to the crankcase to be compressed therein as an incident to the down stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the fluid compressed in the crankcase to the firing chamber in the cylinder above the piston, filter means rotatable with said crankshaft and interposed between the crankcase and said transfer passage for filtering entrained lubricant or the like from said compressed fluid prior to the passage thereof fromthe crankcase to said firing chamber, means for incorporating combustible constituents into said fluid, and

means for igniting said combustible constituents of said fluid in said firing chamber.

2. A two cycle internal combustion engine including a crankcase, a crankshaft rotatable in the crankcase, a cylinder which communicates with the crankcase and .a piston reciprocable in the cylinder, means for admitting fluid to the crankcase to be compressed therein as an incident to the down stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the fluid compressed in the crankcase to the firing chamber in the cylinder above the piston, a plate mounted in the crankcase for rotation with the crankshaft and embodying filter means interposed between the crankcase and the transfer passage for filtering entrained lubricant or the like from said compressed fluid prior to the passage thereof from the crankcase to the transfer passage, means for incorporating combustible constituents into said fluid, and means for igniting said combustible constituents of said fluid in said firing chamber.

3. A two cycle internal combustion engine including a crankcase, a crankshaft rotatable in the crankcase, a cylinder which communicates with the crankcase and a piston reciprocable in the cylinder, means for admitting fluid to the crankcase to be compressed therein as an incident to the down stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the fluid compressed in the crankcase to the firing chamber in the cylinder above the piston, a plate mounted on the crankshaft within the crankcase for rotation therewith and embodying filter means interposed between the crankcase and the transfer passage for filtering entrained lubricant or the like from said compressed fluid prior to the passage thereof from the crankcase to the transfer passage, means for incorporating combustible constituents into said fluid, and means for igniting said combustible constituents of said fluid in said firing chamber. l

Rina state intrnal "c omjbustion engine including "a crankcase, a ,crankshaftrctatable in the crankcase, a I y rider which communicates with the crankcase and a piston reciprocable in the cylinder, means for admitting fluid'to the crankcase to be compressed therein as "an in- 'ct cut to the down stroke of the piston, means affording a transfer passagebetween the crankcase and the firing chamber in the cylinder for directing the fluid compressed in the crankcase to the firing chamber in the cylinder above the piston, a plate mounted on the crankshaft within'the crankcase for'rotationtherewith, a flange on the periphery of said plate disposed normal to the plate and having openings therein of a restricted size aflording a filter means in the crankcase rotating with the crankshaft for filtering entrained lubricant or the like from said compressed fluid prior to the passagethereof from the crankcase through the filter means to the transfer passage, means for incorporating combustible constituents into fluidfand means for igniting said combustible constituents of said fluid in said firing chamber.

,5. A two cycle internal combustion engine including a crankcase, a crankshaft rotatable in the crankcase, a cylinder which communicates with the crankcase and a piston reciprocable in the cylinder, means for admitting fluid tot'he crankcase to be compressed therein as an incidentto the down stroke of the piston, means aifording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the fluid compressed in the crankcase to the firing chamberin the cylinder above the piston, a disc mounted on the crankshaft within the crankcase for rotation therewith, filter means associated with the disc and interposed between the crankcase and the transfer passage for filtering entrained lubricants or the like from saidcompressed fluid "prio to the passage "thereof from the crankcase to the transfer passage, an' annular flange on the disc surroundingthe filter means and having openings therein for admitting compressed fluid in the crankcase to the filter ineans, means for incorporating combustible constituents into saidfluid, and means 'for igniting said combustible constituents of said'fluid in said firing chamber.

6. A two cycle internal combustion engine including a crankcase, a crankshaft rotatable in the crankcase, a cylinder which communicates with the crankcase and a ipis'ton reciprocable in thecylinder, means for admitting fluid to the crankcase to be compressed therein as an infcide nt to the down stroke of the piston, means affording "a transfer passage having a port'opening into the crankcase and leading tothe firing chamber in the cylinder above the piston for directing compressed fiuidfrom the crankcaseto said firing chamber, an annular shoulder in the crankcase bordering said port, an annular'fllter means mounted for rotation on said shoulder to filter entrained lubricant from the compressedfluid in the crankcaseprior tothe passage thereof through said port to the transfer passage, means connecting the filter means to the crank- ,shaft'for rotation therewith, means for incorporating combustible constituents into said fluid, and means for ignit- .wallunder control of the piston for admitting fluid into the crankcase to be compressed therein as an incident to the down stroke of the piston, means affording a transfer passage having a port opening into the crankcase and leading, to the firing chamber in the cylinder above the piston for directing compressed'fluid' fromjthe crankcasejto saidjfiring chamber, an annularshoulderin'thecrankcase bordering said portopeni'ng of said transfer passage, "an annular filter means mounted for rotation on sai'dfjsh'oulder to' filter entrained lubricantfrom'the compressed "fluid ring said combustible constituents of said fluid in said 2'0 l to'th, fiafisferpassajge, naans'eo seetis themes means to the crai'lkshaft for rotation therewith, means for incorporating combustible constituents into said fluid, and means for igniting said combustible constituents of said fluid'in said firing chamber. I

'8. A two cyc1 e internal combustion engine including a crankcase, a crankshaft rotatable in the crankcase, a cylinder which'cornmunicates with the crankcase and a piston'reciprocable in the cylinder, passage means in the wall of the crankcase for admitting fluid to the interior of the crankcase to be compressed therein by the piston during the downstroke thereohjrneans afiording a transfer passage between the firing chamber in the cylinder and said crankcase for directing fluid compressed in said crankcase to said firing chamber in the cylinder above the piston for combustion,'a plate mounted in the crankcase for rotation with the crankshaft and embodying "filter means interposed between the crankcase "and said transfer passage for filtering entrained lubricant or the like from the compressed fluid in the crankcase prior to the passage thereofto the transfer passage, said plate being arranged to normally close off said passage means to restrictthe flow of fluid therethrough to the crankcase, an opening so disposed in said plate as to render said pas sage means communicable with the crankcase during a' portion of the rotationof the plate, means for incorporating combustible constituents into"said'fluid, and means for igniting'said combustibleconstituentsof said fluid in said firing chamber. 1

9. "Atwo cycle internal combustion engine including a crankcase, a crankshaft rotatable in the crankcase, a cylinder which communicates with the crankcase and a piston recipro cable in the cylinder,passage means in the wall of the crankcase for admitting fluid to the interior of the crankcase" to becompressedthereinby thepiston'during the downstrokeithereof, "means "afiording a transfer passage between "the firing chamber in the'cylinder and said 'crankc'asefor directing fluid compressed in said "crankcase to said'firing chamberin the cylinderab'ovethe 'piston forcombustion,'a'platemounted in the crankcase for rotation with the'crankshaftand embodying filter means interposed'between the crankcase and said transfer passage'for filtering entrained lubricant or the like from the compressed fluid in the crankcase prior to the passage thereof to'said transfer passage, said plate being "arranged to normally close off said passage means to' restrict the flow'of fluid there'through to the crankcase, an opening'so' disposed in said-plate as to render said passage means communicable with the crankcase during a'por- 'tion'of the rotation of the plate, a fluid compressor on said-plate incommunication 'withthe opening therein and effective during rotation of said plate to compress fluid dent. to'the down stroke of thepiston, means affording a transfer"passagebetween the firing chamber in the cylinder and said crankcase forl'directingfluid compressed in the crankcase to said'firing chamber in the cylinder above the piston for combustion, a filter means interposed be tween the crankcase and the jtransfer passage and rotatable'with the crankshaft tofilter any entrained lubricant in saidxcompressed fluid vprior to entrance thereof insaid transfer-passage, an airzport'in the wall of-the crankcaseya blower rotatable with said'filter-having a valve" for' controlling the-passage of'air"through said "air port "to' the crankcase to augment-the cornpression of' fiuid 'i tl' tlle crankcase y" said pi ton means-for incorporatin areas" is '21 igniting" said combustible constitu ents of said fluid in said firing chamber.

'11. An internal combustion engine including a'crankcase, a crankshaft rotatable in the crankcase, a cylinder which communicates with the crankcase and a piston reciprocable in the cylinder, means for admitting air to the crankcase to be compressed therein as in incident to the down stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the air compressed in the crankcase to said firing chamber above the piston, a filter means rotatable with said crankshaft and interposed be-' tween the crankcase and saidtransfer passage for filtering entrained lubricant or the like from said compressed air prior to the passage thereof from the crankcase to said firing chamber, and a passage means for introducing fuel into said compressed air after passage thereof through said filter means whereby there will be an admixture of air and fuel in said transfer passage flowing into said firing chamber.

' 12. An internal combustion engine including a crankcase, a. crankshaft rotatable in the crankcase, a cylinder which communicates with the crankcase and a piston reciprocable in the cylinder, means for admitting air to the crankcase to be compressed therein as an incident to thedown stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the air compressed in the crankcase to said firing chamber above the piston, a filter means rotatable with said crankshaft between the crankcase and said transfer passage for filtering entrained lubricant or the like from said compressed air prior to the passage thereof from the crankcase to said firing chamber, and a' passage means opening into said transfer passage for introducing fuel into the compressed air in said transfer passage to provide an admixture of air and fuel flowing to said firing chamber.

13. An internal combustion engine including a crankcase, a crankshaft rotatable in the crankcase,'a cylinder which communicates with the crankcase and a piston reciprocable in the cylinder, means for admitting air to the crankcase to be compressed therein as an incident to the down stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the air compressed in the crankcase to said firing chamber above the piston, a filter means rotatable with said crankshaft and inter posed between the crankcase and said transfer passage for filtering entrained lubricant or the like from said compressed air prior to the passage thereof from the crankcase to said firing chamber, and a port in the wall of the cylinder above the piston for injecting fuel into the firing chamber for admixture therein with the compressed air flowing to the firing chamber from said transferpassage.

14. An internal combustion engine including a crankcase, a crankshaft rotatable in the crankcase, a cylinder which communicates with the crankcase and a piston reciprocable in the cylinder, passage means in the wall of the crankcase for admitting air to the interior of the crankcase to be compressed therein by the piston during the downstroke thereof, means affording a transfer passage between the firing chamber in the cylinder and said crankcase for directing fluid compressed in said crankcase to said firing chamber in the cylinder above the piston for combustion, a plate mounted in the crankcase for rotation with the crankshaft and embodying filter means interposed between said crankcase and the transfer passage for filtering entrained lubricant or the like from the compressed air in the crankcase prior to the passage thereof to said transfer passage, said plate being arranged to normally close off said passage means to restrict the flow of fluid therethrough to'the crankcase, an opening so disposed in said plate as .to.render the passage means communicable with the crankcase during 22 v a portion of the rotation of the plate, and a po'rt in'th wall of the cylinder above the piston for injecting fuel into said firing chamber for admixture with the compressed air flowing thereto from said transfer passage.

15. A two cycle internal combustion engine including a crankcase, a crankshaft rotatable in the crankcase, a cylinder which communicates with the crankcase and a piston reciprocable in the cylinder, means for admitting air to the crankcase to be compressed therein as an incident to the down stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the air compressed in the crankcase to said firing chamber above the piston, a filter means rotatable with said crankshaft and interposed between the crankcase and said transfer passage for filtering entrained lubricant or the like from said compressed air prior to the passage thereof from the crankcase to said firing chamber, and a passage means in the wall of the crankcase for directing fuel into said filter means for admixture with said compressed air prior to the passage thereof to said transfer passage.

16. A two cycle internal combustion engine including a sealed crankcase, a crankshaft rotatable in the crank case, a cylinder which communicates with the crankcase, a piston reciprocable in the cylinder and effective to induce alternate suction effects in the crankcase as an incident to reciprocation thereof in the cylinder, means affording a reservoir wherein a supply of lubricant may be stored, means affording an oil passage between said reservoir and the crankcase for directing lubricant upon the operative parts therein as an incident to the suction effects induced in the crankcase by said piston, means for admitting fluid to the crankcase to be compressed therein as an incident to the down stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the fluid compressed in the crankcase to the firing chamber in the cylinder above the piston, and filter means rotatable with said crankshaft and interposed between the crankcase and said transfer passage for filtering entrained lubricant or the like from said compressed fluid prior to the passage thereof from the crankcase to said firing chamber.

17. A two cycle internal combustion engine including a sealed crankcase, a crankshaft rotatable in the crank: case, a cylinder which communicates with the crankcase, a piston reciprocable in the cylinder and effective to induce alternate suction effects in the crankcase as an incident to reciprocation thereof in the cylinder, means afford ing a reservoir wherein a supply of lubricant may be stored, means affording an oil passage between said reservoir and an opening in the wall of the cylinder for direct: ing lubricant upon operative parts of the engine as an incident to the suction effects induced by said piston, valve means associated with said oil passage to control the flow' and supply of lubricant in said oil passage, means for admitting \fluid to the crankcase to be compressed therein as an incident to the down stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the fluid compressed in the crankcase to the firing chamber in the cylinder above the piston, and filter means rotatable with said crankshaft and interposed between the crankcase and said transfer passage for filtering entrained lubricant or the like from said compressed fluid prior to the passage thereof from the crankcase to said firing chamber.

18. A two cycle internal combustion engine including a sealed crankcase, a crankshaft rotatable in the crankcase, a cylinder which communicates with the crankcase, a piston reciprocable in the cylinder and effective to induce alternate suction effects in the crankcase as an incident to reciprocation thereof in the cylinder, means afford; ing a reservoir wherein a supply of lubricant may be stored, means affording an oil passage between said reservoir and operative parts of the engine for lubricating such (WWW? Pa s a is. or *9- tin RPFiQ P fissts i d ce d; in the crankcase by said piston, means, affording. a Well in said crankcase in which residual lubricant supplied, to the operative parts in the crankcase may collect, means operated by said crankshaft for picking up lubricant from said well and distributing the same to operative parts of the engine associated with said crankcase, means for admitting fluid to the crankcase to be compressed therein as an incident to the down stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the fluid compressed in the crankcase to the firing chamber in the cylinder above the. piston, and filter means rotatable with said crankshaft and interposed between the crankcase and said transfer passage for filtering. entrained lubricant or the like from said compressed fluid prior to the passage thereof from the crankcase to said firing chamber.

19. A two cycle internal combustion engine including a sealed. crankcase a crankshaft rotatable in the crank case, a cylinder which communicates with the crankcase. a piston reciprocable in the cylinder and effective to induce alternate suction effects in the crankcase as an incident to reciprocation thereof in the cylinder, means affording a reservoir wherein, a supply of lubricant may be stored, means affording an oil passage between said reservoirfand the crankcase for directing lubricant upon the operative parts therein as an incident to the suction effects induced in the crankcase by said piston, valve means associated with said oil passage to control the flow and supply of lubricant in said oil passage, means affording a well in said crankcase in which residual lubricant supplied to the operative parts in the crankcase may collect means operated by said crankshaft for picking up lubricant from said well and distributing the same to operative parts of the engine associated with said crankcase, means for admitting fluid to "the crankcase to be compressed therein as? an incident to the down stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the. fluid compressed in the crankcase to the firing chamber in the cylinder above the piston, and filter means rotatablewith said crankshaft and interposed between the crankcase and said transfer passage for filtering entrained lubricant or theflike from said compressed fluid prior to the passage thereof from the crankcase to said firing chamber.

20. A two cycle internal combustion engine including a sealed crankcase, a crankshaft rotatable in the crankcase, a cylinder which communicates with the crankcase, a piston reciprocable in, the cylinder and effective to induce alternate suction effects in the crankcase as an incident to reciprocation. thereof int the cylinder, means affording a reservoir wherein a supply of lubricant may be stored, means affording an oil passage between said reservoirrand operative parts of the engine for directing lubricant upon such operative parts as an incident to the suction effects induced in the crankcase by said piston, means for admitting fluid to the crankcase to be compressed therein as an incident to the down stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the fluid compressedin the crankcase to the firing chamber in the cylinder above the piston, a disc mounted on the crankshaft within the crankcase for rotation therewith, filter means associated with the disc and interposed between the crankcase and the transfer passage for filtering entrained lubricants or the like from said compressed fluid prior to the passage thereof from the crankcase to the transfer passage, and an annular flange on the disc surrounding the filter means and having openings therein for admitting compressed fluid in the crankcase to the filter means.

21. A two cycle internal combustion engine including a. other! hich. seaanuai ates with the crankcase a piston reciprocable in the cylinder and efiectine to ins ducev alternate suction effects in the crankcase as an incident to reciprocation thereof in the cylinder, means afafording a reservoir wherein a supply of lubricant may be stored, means affording an oil passage between said res-- ervoir and operative parts of the engine for directing; lubricant to such operative engine parts as an incident to the suction effects induced in the crankcase by said piston, passage means in the wall of thecrankcase for admitting fluid to the interior of the crankcase to be compressed thereinv by the piston during the down stroke thereof, means affording a plate mounted in the crankcase for rotation with the crankshaft and emboding filter means interposed between the crankcase and the transfer passage, for filtering entrained lubricant or the like from the compressed fluid in the crankcase prior to the passage thereof to the transfer passage, said plate being arranged to normally close off said passage means to restrict the flow of fluid therethrough to the crankcase, an opening so disposed in said plate as to render the passage. means communicable with the crankcase during a portion of; the rotation of the plate, and a fluid compressor on said plate in communication with the opening therein and effective during rotation of said plate to compress fluid: in said crankcase,

2 2, A two cycle internal combustion engine including a sealed crankcase, a crankshaft rotatable in the crank: case, a cylinder which communicates with the crankcase, a piston reciprocable in the cylinder and effective to in-v duce alternatesuction effects in the crankcase as an inci.- dent to reciprocation thereof in the cylinder, means af. fording a reservoir wherein a supply of lubricant may be, stored, means affording an oil passage in the engine from: said reservoir to operative parts of'the engine for direct-. ing lubricant to such operative parts as an incident to the suction effects induced in the crankcase by said piston, means for admitting fluid to the crankcase to be compressed therein as an incident to the down stroke of the;, piston, means affording a transfer passage between the firing chamber in the cylinder and said crankcase for directing fluid compressed in the crankcase to said firing chamber in the cylinder above the piston for combustion,; a filter means interposed between the crankcase and the transfer passage and rotatable with the crankshaft to filter any entrained lubricant in said compressed fluid; prior to entrance thereof in said transfer passage, an airport in the wall of the crankcase, and a blower rotatablewith said filter having a valve for controlling the passage of air through said air port to the crankcase to augment the compressionof fluid in the crankcase by said piston.

, 23. A two cycle internal combustion engine including,

a sealed'crankcase, a crankshaft rotatable in thecrank-; case, a cylinder which communicates with the crankcase, a piston'reciprocable in the cylinder and effective to induce alternate suction effects in the crankcase as an incident to reciprocation thereof in the cylinder, means affording a reservoir wherein a supply of lubricant may be stored, means affording an oil passage between said reservoirand the crankcasefor spraying lubricant mist upon the operative parts therein as an incident to the suction effects induced in the crankcase by said piston, means for admitting air to the crankcase to be compressed therein as an incident to the down stroke of the piston, means affording a transfer passage between the crankcase and the firing chamber in the cylinder for directing the, air compressed in the crankcase to said firing chamberabove, the piston, a-filter means rotatable with said crank-.

shaft and interposed between the crankcase and said;

transfer passage for filtering entrained lubricant or the; like-from said compressed air prior to-the passage thereof from the crankcase to 'said'firing chamber, and a passage means for introducing fuel into said compressed air aftera 

